Internal combustion engine and method of operating same

ABSTRACT

An internal combustion engine and a method for maximizing fuel efficiency of an internal combustion engine. The internal combustion engine includes an engine block assembly having an electromagnet coupled thereto and an engine component movable relative to the engine block assembly. The engine component includes a permanent magnet coupled thereto. A control system is provided to selectively provide an electrical current to the electromagnet to produce a desired magnetic field, wherein the magnetic field of the electromagnet cooperates with a magnetic field of the permanent magnet to affect a motion of the engine component in respect of the engine block assembly.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation patent application of U.S. patentapplication Ser. No. 14/082,286 filed Nov. 18, 2013, which is acontinuation patent application of U.S. Pat. No. 8,616,175, which claimsthe benefit of U.S. Provisional Pat. Appl. Ser. No. 61/178,742 filed May15, 2009 and U.S. Provisional Pat. Appl. Ser. No. 61/251,876 filed Oct.15, 2009, each of which is hereby incorporated herein by reference inits entirety.

FIELD OF THE INVENTION

The invention relates to an internal combustion engine, and moreparticularly to an engine block and associated components, and a methodof operating same for maximizing fuel efficiency of the internalcombustion engine.

BACKGROUND OF THE INVENTION

Hydrocarbon based fuels are the primary fuels employed to power internalcombustion engines. Such fuels are derived from a limited supply of oilfound on the earth. As the population of humans increases, the use ofinternal combustion engines and the demand for hydrocarbon based fuelsto power internal combustion engines increases.

It is likely that the production of hydrocarbon based fuels from thelimited supply of oil will not keep pace with growing demands. Further,it can be anticipated that at some point in time, the limited supply ofoil will be exhausted.

One strategy to reduce the demand for hydrocarbon based fuels has beento use alternative fuels such as ethanol, natural gas, and hydrogen, forexample, to power internal combustion engines. However, alternativefuels currently have limited availability. Making alternative fuelsreadily available to consumers will require significant capitalinvestment in production facilities for alternative fuels and aninfrastructure to distribute alternative fuels.

The production of alternative fuels typically requires consuming otherresources such as electric energy to produce hydrogen and corn toproduce ethanol, for example. The production of alternative fuels alsocan require the consumption of hydrocarbon based fuels. Accordingly,whether traditional hydrocarbon fuels or alternative fuels are employed,increased fuel efficiency of internal combustion engines is required tominimize the consumption of oil and other natural resources.

It would be desirable to produce an internal combustion engine and amethod of operating the same, wherein the consumption of fuel by theinternal combustion engine is minimized.

SUMMARY OF THE INVENTION

Compatible and attuned with the present invention, an internalcombustion engine and a method of operating the same, wherein theconsumption of fuel by the internal combustion engine is minimized, hassurprisingly been discovered.

In one embodiment, an engine comprises an engine block assemblyincluding an electromagnet; an engine component disposed in and movablerelative to the engine block assembly, the engine component including apermanent magnet; and a control system adapted to selectively provide anelectrical current to the electromagnet to produce a desired magneticfield, wherein the magnetic field of the electromagnet cooperates with amagnetic field of the permanent magnet to affect a motion of the enginecomponent in respect of the engine block assembly.

In another embodiment, an engine comprises an engine block having atleast one cylinder bank including a plurality of cylinder bores formedtherein; a piston reciprocatingly disposed in each of the cylinderbores; a crankshaft rotatably mounted to the engine block; a pluralityof connecting rods having a first end and a second end, the first endrotatably attached to the crankshaft and the second end coupled to thepiston; a cylinder head mounted to the cylinder bank and covering thecylinder bores, the cylinder head including an intake valve and anexhaust valve in fluid communication with each of the cylinder bores; anoil pan mounted to a lower end of the engine block to form a crankcasearea of the engine; a plurality of electromagnets disposed in the engineblock; a plurality of permanent magnets disposed in at least one of thepiston and the crankshaft; and a control system selectively providing anelectrical current to the electromagnets to produce a desired magneticfield, wherein the magnetic field of the electromagnets cooperates witha magnetic field of the permanent magnets to affect a motion of thepiston and the crankshaft in respect of the engine block.

The above object may typically be achieved by a method for maximizingfuel efficiency of an engine comprising the steps of providing an engineincluding an engine block having a cylinder bank including a pluralityof cylinder bores formed therein, a piston reciprocatingly disposed ineach of the cylinder bores, a crankshaft rotatably mounted to the engineblock, a plurality of connecting rods having a first end and a secondend, the first end rotatably attached to the crankshaft and the secondend coupled to the piston, wherein a burning of a fuel within thecylinder bores causes a reciprocating motion of the pistons and arotation of the crankshaft in respect of the engine block; providing aplurality of electromagnets with the engine block; providing a pluralityof permanent magnets with at least one of the piston and the crankshaft;and providing a control system to selectively provide an electricalcurrent to the electromagnets to produce a desired magnetic field,wherein the magnetic field of the electromagnets cooperates with amagnetic field of the permanent magnets to affect a motion of the pistonand the crankshaft in respect of the engine block.

BRIEF DESCRIPTION OF THE DRAWINGS

The above objects and advantages of the invention will become readilyapparent to those skilled in the art from reading the following detaileddescription of an embodiment in the light of the accompanying drawings,in which:

FIG. 1 is a perspective view of a rod and piston type internalcombustion engine having an electromagnetic propulsion system with aportion of an engine block and a cylinder head cut away;

FIG. 2 is a fragmentary cross-sectional side elevational view of the rodand piston type internal combustion engine of FIG. 1 showing a bracecoupled to an engine block to support a plurality of electromagnets;

FIG. 3 is a cross-sectional side elevational view of a rotary typeengine having an electromagnetic propulsion system;

FIG. 4 is a schematic diagram of a control system for use with the rodand piston type engine illustrated in FIGS. 1-2 and the rotary typeengine illustrated in FIG. 3;

FIG. 5 is a perspective view of an engine block according to anembodiment of the invention;

FIG. 6 is a fragmentary cross-sectional side elevational view of apiston disposed within a cylinder bore of the engine block illustratedin FIG. 5;

FIG. 7 is a perspective view of an engine block according to anotherembodiment of the invention;

FIG. 8 is a fragmentary side elevational view partially in section of acrankshaft with bearings disposed around a main journal and a rodjournal of the crankshaft;

FIG. 9 is a fragmentary side elevational view partially in section of acrankshaft with a pair of bearings disposed around a rod journal of thecrankshaft according to another embodiment of the invention;

FIG. 10 is a top plan view of a brace for a lower end of an engineblock;

FIG. 11 is a fragmentary end elevational view of an engine block showinga partially exploded assembly of the brace illustrated in FIG. 10 and anassociated oil pan, the oil pan having portions of an outer surfacethereof cut away;

FIG. 12 is a fragmentary side elevational view of the assembly of thebrace and the oil pan illustrated in FIG. 11;

FIG. 13 is a schematic diagram of a lubrication system for directing afluid to selected locations within an internal combustion engine;

FIG. 14 is a schematic diagram of a crankcase vacuum system forevacuating air from a crankcase of an internal combustion engine; and

FIG. 15 is a top perspective view of an engine block mounting systemadapted to mount an engine block to an associated vehicle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE INVENTION

The following detailed description and appended drawing describe andillustrate various exemplary embodiments of the invention. Thedescription and drawings serve to enable one skilled in the art to makeand use the invention, and are not intended to limit the scope of theinvention in any manner. In respect of the methods disclosed andillustrated, the steps presented are exemplary in nature, and thus, theorder of the steps is not necessary or critical.

Referring to FIG. 1, there is shown a rod and piston type internalcombustion engine 10 adapted to maximize a fuel efficiency thereof. Theengine 10 includes an engine block 12 having at least one cylinder bore14 formed therein adapted to reciprocatingly receive a piston 16. Thepiston 16 includes a top surface 18 and a skirt 20 depending therefrom.It should be understood that the engine 10 can be single cylinder engineor a multiple cylinder engine in a V, an inline, and an opposingcylinder bore configuration, for example. Additionally, it should beunderstood that the engine can be a four cycle or a two cycle engine,and can be based on the Otto cycle, Miller cycle, Scuderi split-cycle,or any other engine cycle now know or later developed. Further, theengine 10 can be adapted to burn diesel fuel, gasoline, ethanol,hydrogen, or any other suitable fuel now know or later discovered, andcombinations of such fuels.

A crankshaft 22 having at least one throw 24 is rotatably mounted to alower end of the engine block 12 employing a plurality of main caps 26and associated main bearings 28. A connecting rod 30 is provided toconnect the piston 16 to the crankshaft 22. One end of the connectingrod 30 is rotatably mounted to the crankshaft 22. The connecting rod 30extends into the cylinder bore 14 and an opposite end of the connectingrod 30 is pivotally attached to the piston 16, wherein a reciprocatingmotion of the piston 16 causes a rotation of the crankshaft 22.

A cylinder head 32 is mounted to the engine block 12 and covers thecylinder bore 14 to define a fuel combustion chamber therein between thetop surface 18 of the piston 16 and the cylinder head 32. At least oneintake valve 34 and at least one exhaust valve 36 are disposed in thecylinder head 32. The intake valve 34 selectively allows a fuel-airmixture to flow into the combustion chamber. The exhaust valve 36selectively allows combusted fuel to be exhausted from the combustionchamber. In the illustrated embodiment, the valves 34, 36 aremechanically actuated employing a valve train including an overhead camshaft 38 and associated lifters 40 and valve springs 41. It should beunderstood that the valve train can include a single overhead cam or adual overhead cam, and can be a single cam employing lifters, push rods,rocker arms, and compression springs, for example. It should beunderstood that solenoid actuated intake valves and exhaust valves canbe employed. It should also be understood that other types of camassemblies now known or later developed can be used. The cylinder head32 may also include a fuel injector (not shown), wherein air is providedto the combustion chamber through the intake valve 34 and the fuel isdirectly injected into the combustion chamber through the fuel injector.The surfaces surrounding the combustion chamber such as surfaces of thecylinder bore 14, the top surface 18 of the piston 16, a surface of thecylinder head 32, and surfaces of the valves 34, 36, for example, may bepolished or provided with a coating such as chrome or an industrialdiamond material to facilitate the reflection of heat energy away fromthe respective surfaces.

The cylinder head 32 also includes means for initiating the combustionof the fuel within the combustion chamber. Typically, a spark plug 42having an electrode is provided to initiate the combustion of the fuel.The spark plug 42 is threadably received in the cylinder head 32 toposition the electrode within the combustion chamber. The spark plug 42employs electrical energy from an ignition system (not shown) to createa spark at the electrode to ignite the fuel within the combustionchamber. It should be understood that the engine 10 can be a dieselengine which does not employ a spark plug 42 to initiate the combustionof the fuel.

The combustion of the fuel causes the reciprocating motion of the piston16, which results in a rotation of the crankshaft 18. It should beunderstood that additional components are required to construct anoperational engine and one skilled in the art is aware of the typicaladditional components necessary for the general operation of the engine.

It should be understood that selected surfaces of the engine block 12and the engine components can be provided with coatings to minimizefrictional forces between moving components. For example, Teflon®,industrial diamond, or any other suitable coating now known or laterdeveloped can be provided on the surface of the engine block 12 formingthe cylinder bore 14, the surfaces of the piston 16, and the surfaces ofthe connecting rod 30, for example. Additionally, it should beunderstood that a ceramic material can be employed to form at least aportion of the piston 16 or a coating for at least a portion of thepiston 16 to minimize a weight thereof.

The engine 10 includes an electromagnetic propulsion system. Theelectromagnetic propulsion system includes a plurality of permanentmagnets 44 such as ceramic magnets and rare earth magnets, for example,and a plurality of electromagnets 46. The permanent magnets 44 and theelectromagnets 46 are coupled to and/or embedded in selected enginecomponents such as the engine block 12, the piston 16, the crankshaft22, the main caps 26, the connecting rod 30, the cylinder head 32, theintake valve 34, the exhaust valve 36, the camshaft 38, a valve cover(not shown), an oil pan (not shown), and the like, for example. Thepermanent magnets 44 and the electromagnets 46 are arranged to be inmotion in respect of one another during the operation of the engine 10.For example, one or more of the permanent magnets 44 can be coupled tothe top surface 18 and the skirt 20 of the piston 16 and to an outerperiphery, of the throw 24 of the crankshaft 22. Electromagnets 46 canbe coupled to and/or embedded in the block 12 and the cylinder head 32,wherein the permanent magnets 44 pass by an area adjacent theelectromagnets 46 when the engine 10 is in operation. An electricalcurrent is selectively provided to the electromagnets 46 to produce adesired magnetic field. The produced magnetic field can be adapted toselectively attract and repel the permanent magnets 44 to facilitate themovement of the piston 16 and the crankshaft 22 in respect of the block12. For example, the electromagnet 46 in the cylinder head 32 canproduce a repelling magnetic force in respect of the permanent magnet 44of the piston 16 each time the piston 16 is at about top dead center,wherein the repelling magnetic force facilitates a downward motion ofthe piston 16 away from the cylinder head 32. Further, the electromagnet46 in the cylinder head 32 can produce an attracting magnetic force inrespect of the permanent magnet 44 of the piston 16 each time the piston16 is at about bottom dead center, wherein the attractive magnetic forcefacilitates an upward motion of the piston 16 toward the cylinder head32. In the embodiment shown, the attraction and repulsion between thepermanent magnets 44 and the electromagnets 46 can provide about threeto five pounds of force to facilitate the reciprocating motion to thepiston 16, for example. In the illustrated embodiment, the throw 24 isshown generally as a portion of a disk. It should be understood that thethrow 24 may be formed as whole disc, wherein the generally disk shapedthrow is concentric with a longitudinal axis of the crankshaft 22 toprovide an annular array of the permanent magnets 44 around thelongitudinal axis of the crankshaft 22. It should be understood that aselected number, as well as a selected magnetic strength, of thepermanent magnets 44 and the electromagnets 46 can be employed toproduce a desired attraction and/or repulsion force therebetween. Thepermanent magnets 44 and the electromagnets 46 can be employed with anyadjacent internal and/or external engine parts in motion in respect ofeach other to facilitate the relative motion therebetween. The permanentmagnets 44 and the electromagnets 46 can also be employed withtransmission and drive train components, and can be employed withaccessories for the engine 10 such as a supercharger and a turbocharger,for example. Further, the permanent magnets 44 and the electromagnets 46can be shaped as a ring and adapted to encircle the cylinder bore 14,the piston 16, and the intake valve 34 and the exhaust valve 36, forexample. It should be understood that other shapes can be employed forthe permanent magnets 44 and the electromagnets 46 such as a disk, acylinder, and a sphere, for example.

Electrical energy for the electromagnetic propulsion system can beprovided from electrical storage batteries, electrical capacitors,electrical generators, solar collectors, and any other suitable sourceof electrical energy now known or later discovered.

One of the electromagnets 46 can be formed by providing a winding 48around the spark plug 42 disposed in the cylinder head 32. An electricalcurrent is selectively provided to the winding 48 to produce a desiredmagnetic field. It should be understood that the winding 48 can beprovided around a separate ferrous material such as a metal sleeve, forexample, wherein the spark plug 42 is disposed within the metal sleeve.Further, it should be understood that the electrical current provided tothe winding 48 can be subsequently supplied to the spark plug 42 tocreate the desired spark ignition to the combustion chamber.Additionally, it should be understood that the electromagnets 46 can beprovided in the cylinder head 32 that are not associated with the sparkplug 42. Such electromagnets can be employed in a diesel engine, forexample. The produced magnetic field from the spark plug 42 and theassociated winding 48, can be adapted to selectively attract and repelthe permanent magnet 44 coupled to and/or embedded in the piston 16 tofacilitate the reciprocating motion of the piston 16 within the cylinderbore 14.

The connecting rod 30 can also be magnetized to facilitate thereciprocating motion of the piston 16 within the cylinder bore 14. Forexample, in a multi-cylinder engine, the polarity of the permanentmagnets 44 coupled to and/or embedded in the pistons 16 is oriented tobe attracted to the end of the magnetized connecting rods 30 pivotallyattached to the pistons 16. The orientation of the polarity of thepermanent magnets 44 and the magnetized connecting rods 30 is reversedin adjacent cylinders bores 14. The magnetic field produced by theelectromagnets 46 coupled to and/or embedded in the engine block 12 andthe cylinder head 32 is adapted to cooperate with the magnetic polarityof each of the pistons 16 and the magnetized connecting rods 30 tofacilitate the reciprocating motion of the piston 16 within the cylinderbores 14. By magnetizing the connecting rods 30, a strength thereof maybe increased which can provide a reduced mass connecting rod having astrength equivalent to a larger mass connecting rod that is notmagnetized.

As shown in FIG. 2, a brace 50 can be employed to support theelectromagnets 46 and position the electromagnets 46 adjacent permanentmagnets 44 coupled to and/or embedded in an associated engine part.Structure similar to that illustrated in FIG. 1 includes the samereference numeral and a prime (T) symbol for clarity. In the illustratedembodiment, the brace 50 is coupled to a block 12′ of the engine 10′. Itshould be understood that the brace 50 can be coupled to othercomponents for the engine 10′ such as a main cap ′26, an oil pan (notshown), and an engine block reinforcing brace (not shown), for example.The brace 50′ surrounds at least a portion of the throw 24′ of thecrankshaft 22′. The permanent magnets 44′ are coupled to and/or embeddedin the throw 24′ of the crankshaft 22′, wherein the permanent magnets44′ pass by an area adjacent the electromagnets 46′ of the brace 50 whenthe crankshaft 22′ rotates in respect of the engine block 12′. Anelectrical current is selectively provided to the electromagnets 46′ toproduce a desired magnetic field. The produced magnetic field can beadapted to facilitate the rotation of the crankshaft 22′ in respect ofthe engine block 12′. It should be understood that the brace 50 can beformed as a single piece brace. Further, the brace 50 can be adapted tofacilitate an addition of the electromagnetic propulsion system to anengine as an aftermarket system. It should be understood that thecrankshaft 22′ can include a plurality of throws 24′, wherein the brace50 and the associated electromagnets 46′ can be provided for each of thethrows 24′.

The electromagnetic propulsion system can also be employed with rotaryand radial type engines. In FIG. 3, a Wankle type rotary engine 60 isillustrated showing a rotor 62 rotatably disposed within a combustionchamber 64 of an engine block 66. The rotor 62 has a generallytriangular shape having three apex sections 68. Permanent magnets 70 areprovided adjacent each of the apex sections 68. An annular array ofelectromagnets 72 is disposed in the engine block 66 around theperiphery of the combustion chamber 64, wherein the permanent magnets 70pass by an area adjacent the electromagnets 72 when the rotor 62 rotatesin respect of the engine block 66.

An electrical current is selectively provided to each of theelectromagnets 72 to produce a desired magnetic field. The producedmagnetic field can be adapted to selectively attract and repel thepermanent magnets 70 in the rotor 62, wherein selectively pulsing theelectrical energy to each of the electromagnets 72 facilitates arotation of the rotor 62 in respect of the engine block 66.

A control system 80 is provided to control the operation of the engine10 as shown in FIG. 4. The control system 80 can also be used with theengine 60 and other engine types as desired. Use of the control system80 is described herein with the engine 10 for exemplary purposes, as itis understood that the control system 80 can be similarly used with theengine 60 and other engine types. The control system is in electricalcommunication with selected sensors of the engine 10. The control system80 receives inputs 90 from the sensors such as engine temperature,engine speed (RPM), engine load, vehicle speed, throttle position,crankshaft position, intake valve and exhaust valve position, intakemanifold pressure, and exhaust gas properties, for example. A processor82 is employed having a set of programmable instructions to process theinputs 90 and provide outputs 92 to control operations of the engine 10such as spark timing, intake valve 34 and exhaust valve 36 position,fuel distribution to the cylinders, and fuel/air ratios, for example. Anelectronic storage device 84 can be provided and placed in electricalcommunication with the processor 82 to receive and store data such asthe set of programmable instructions, the inputs 90 to and the outputs92 from the processor 82, for example.

The control system 80 is also effective to control the electromagneticpropulsion system by selectively causing the flow of electrical energyto the electromagnets 46 to produce the desired magnetic field tofacilitate the reciprocating motion of the pistons 16 and the rotationof the crankshaft 22. The control system 80 selectively provides anelectrical current to each of the electromagnets 46 to produce a desiredmagnetic field at a desired time for a desired period of time. Theproduced magnetic field selectively attracts and repels the permanentmagnets 44, wherein selectively pulsing the electrical energy to each ofthe electromagnets 46 facilitates the reciprocating motion of thepistons 16 and the rotation of the crankshaft 22 in respect of theengine block 12.

The electromagnets 46 and the permanent magnets 44 together with thepiston 16, connecting rod 30, and crankshaft 22 form an electrical motoradapted to cause a rotation of the crankshaft 18 in respect of theengine block 12. It should be understood that the electrical motor canbe employed to start the engine 10; thus, replacing the need for astarter as is typically used with engines. It should be understood thatthe electrical motor can be constructed separate from the engine 10,wherein the permanent magnets 44 are coupled to a rotatably mountedshaft, an annular array of electromagnets 46 are provided adjacent theshaft, and electrical energy is selectively pulsed to the electromagnets46 to cause a rotation of the shaft.

It should also be understood that the control system 80 can be adaptedto cause the electromagnetic propulsion system to act as an enginebraking system and an energy regeneration system. For example, thecontrol system 80 can selectively cause the flow of electrical energy tothe electromagnets 46 to produce a magnetic field that cooperates withthe magnetic field of the permanent magnets 44 to oppose thereciprocating motion of the pistons 16 and the rotation of thecrankshaft 22. Further, during engine coast down periods, for example,the control system 80 can cause an electrical current to be generated asthe permanent magnets 44 pass by adjacent electromagnets 46. Theelectrical current generated can be employed to power electricalcomponents associated with the engine 10 or stored as electrical energyemploying electrical capacitors, electrical storage batteries, and thelike, for example. Accordingly, it should be understood that theelectromagnetic propulsion system can eliminate the need for providingan alternator for the engine 10.

The control system 80 is also adapted to selectively deactivate thecylinder bore 14 upon the detection of selected operating conditions ofthe engine 10, wherein fuel and spark are not supplied to the cylinderbore 14 to minimize a consumption of fuel by the engine 10. The controlsystem 80 can simultaneously control the flow of electrical energy tothe electromagnets 46 to produce the desired magnetic field therearound.It should be understood that the control system 80 can cause the engine10 to operate by a burning of the fuel in the cylinder bore 14, by theelectromagnetic propulsion system, and a combination thereof. Forexample, the cylinder bore 14 can be deactivated in respect of fuelduring periods when the engine 10 is idling, periods where minimal poweroutput is required, or other periods where the consumption of fuel canbe minimized, for example. The electromagnetic propulsion systemmaintains the reciprocating motion of the piston 16 and the rotation ofthe crankshaft 22 when fuel is not being supplied to the cylinder bore14. It should also be understood that by employing the electromagneticpropulsion system while burning the fuel in the cylinder bore 14, thequantity of NO_(x) contained in exhaust from the cylinder bore 14 isminimized.

In use, the engine 10 is generally operated as is know to those skilledin the art of internal combustion engines. A fuel-air mixture isprovided to the combustion chamber of the cylinder bore 14. An ignitionspark is provided from the spark plug 42 to initiate the burning of thefuel within the combustion chamber. Energy from the burning of the fuelcauses a reciprocating movement of the piston 16 within the cylinderbore 14 and a rotation of the crankshaft 22. The rotation of thecrankshaft 22 is employed to mechanically power selected enginecomponents such as an alternator, a fluid compressor, or a fluid pump,for example, as well as provide a motive force to propel the associatedvehicle or the associated device such as an electric generator or afluid pump, for example. The electromagnetic propulsion system, togetherwith the control system 80, selectively provides cooperating magneticforces between engine components in relative motion with respect to eachother to facilitate the reciprocating motion of the pistons 16 and therotation of the crankshaft 22 and minimize the quantity of fuel beingburned in the cylinder bores 14.

Referring to FIGS. 5-6, there is shown an engine block 100 for a V-styleinternal combustion engine. The engine block 100 maximizes a fuelefficiency of the internal combustion engine. The engine block 100 is aV-style engine block having two cylinder banks 102, 104. Each of thecylinder banks 102, 104 includes four cylinder bores 114 to provide atotal of eight cylinder bores 114 in the engine block 100 (the cylinderbores 114 labeled 1 through 8). The illustrated engine block 100 is usedto construct a V8 internal combustion engine. It should be understoodthat the engine block 100 can have additional or fewer cylinder bores114 to form a single cylinder engine or a multiple cylinder engine in aV, an inline, and an opposing cylinder bore configuration, for example.Additionally, it should be understood that the engine can be a fourcycle or a two cycle engine, and can be based on the Otto cycle, Millercycle, Scuderi split-cycle, or any other engine cycle now know or laterdeveloped.

As shown in FIG. 6, the cylinder bores 114 reciprocatingly receive apiston 116 therein. The pistons 116 include a top surface 118 and askirt 120 depending therefrom. A crankshaft 122 having at least onethrow 124 is rotatably mounted to a lower end of the engine block 100employing a plurality of main caps 126 and associated main bearings (notshown). A connecting rod 130 is provided to connect the piston 116 tothe crankshaft 122. One end of the connecting rod 130 is rotatablymounted to the crankshaft 122. An opposite end of the connecting rod 130is pivotally attached to the piston 116, wherein a reciprocating motionof the piston 116 causes a rotation of the crankshaft 122.

A cylinder head 132 is mounted to each of the cylinder banks 102, 104 ofthe engine block 100 and covers the cylinder bores 114 to define a fuelcombustion chamber therein between the top surface 118 of the pistons116 and the cylinder heads 132. At least one intake valve 134 and atleast one exhaust valve 136 are reciprocatively disposed in the cylinderhead 132 for each of the cylinder bores 114. The intake valve 134selectively allows a fuel-air mixture to flow into the combustionchamber and the exhaust valve 136 selectively allows combusted fuel tobe exhausted from the combustion chamber. In the illustrated embodiment,the valves 134, 136 are mechanically actuated employing a valve trainincluding an overhead cam shaft 138 and associated lifters 140 and valvesprings 141. It should be understood that the valve train can include asingle overhead cam or a dual overhead cam and can be a single camemploying lifters, push rods, rocker arms, and compression springs, forexample. It should be understood that solenoid actuated intake valvesand exhaust valves can be employed. It should also be understood thatother types of cam assemblies now known or later developed can be used.The cylinder heads 132 may also include a fuel injector (not shown),wherein air is provided to the combustion chamber through the intakevalve 134 and the fuel is directly injected into the combustion chamberthrough the fuel injector. The surfaces surrounding the combustionchamber such as surfaces forming the cylinder bores 114, the top surface118 of the pistons 116, a surface of the cylinder heads 132, andsurfaces of the intake valve 134 and the exhaust valve 136, for example,may be polished or include a coating of an industrial diamond tofacilitate the reflection of heat energy away from the respectivesurfaces.

The cylinder heads 132 also include means for initiating the combustionof the fuel within the combustion chamber. Typically, a plurality ofspark plugs 142 having an electrode is provided to initiate thecombustion of the fuel. The spark plugs 142 are threadably received inthe cylinder head 132 to position the electrode within the combustionchamber. The spark plugs 142 employ electrical energy from an ignitionsystem (not shown) to create a spark at the electrode to ignite the fuelwithin the respective combustion chambers. It should be understood thatthe engine block 100 can be used with a diesel engine which does notemploy the spark plugs 142 to initiate the combustion of the fuel.

At least one chamfer 160 is formed in the engine block 100 adjacent atleast a portion of an upper edge of the cylinder bores 114. As shown inFIGS. 5-6, two of the chamfers 160 are provided for each of the cylinderbores 114, one chamfer 160 adjacent the intake valve 134 and the secondchamfer 160 adjacent the exhaust valve 136. The chamfers 160 extenddownwardly from the upper edge of the cylinder bores 114 a selecteddistance to a lower edge of the chamfers 160. As shown in FIG. 6, apiston ring 144 is disposed on each of the pistons 116. The piston ring144 is positioned below the lower edge of the chamfer 160 when thepistons 116 are at an uppermost reciprocating position (top dead centerposition) within the cylinder bores 114. It should be understood that asingle chamfer 160 can be formed in each of the cylinder bores 114 suchas a single chamfer 160 formed adjacent the intake valve 132, forexample. It should also be understood that more than two chamfers 160can be formed in each of the cylinder bores 114 such as four chamfers160, wherein one chamfer is provided for each valve in a four valvecylinder head, for example.

The chamfers 160 cause a turbulent flow of the fuel air mixture into thecylinder bores 160, which maximizes the efficient ignition and burningof the fuel within the combustion chambers. The maximized ignition andburning of the fuel enables the ignition spark to be provided to thecylinder bores 114 when the pistons 116 are at about an uppermostreciprocating position (top dead center). The chamfers 160 alsofacilitate a flow of the combusted fuel-air mixture out of the cylinderbores 160.

The control system 80 described hereinabove in respect of FIG. 4 mayalso be used with an engine employing the engine block 100. The controlsystem 80 is effective to selectively deactivate and reactivate any ofthe cylinder bores 114 in any desired sequence. As a non-limitingexample, a plurality of temperature sensors 101 can be provided atselected locations of the engine block 100. The control system mayselectively activate and deactivate the cylinder bores 114 to maintain arequired power output of the engine, while minimizing temperaturedifferences in the engine block 100. Additionally, selectivedeactivation and activation of all of the cylinder bores 114 facilitatesmaintaining desired lubrication of each of the cylinder bores 114 andassociated components, and minimizes an accumulation of carbon depositsin each of the cylinder bores 114 and on associated components such asthe intake valves 134 and the exhaust valves 136, for example. Thecontrol system 80 may cause the internal combustion engine formed fromthe engine block 100 to operate as a two, three, four, or eight cylinderengine, for example. The following cylinder firing orders may beemployed to operate a 4-cycle internal combustion engine:1-3-7-2-6-5-4-8 (8-cylinder mode), 1-7-6-4 followed by 3-2-5-8(4-cylinder mode), 1-2-4 followed by 3-6-8 followed by 7-5 (3-cylindermode), 1-6 followed by 3-5 followed by 7-4 followed by 2-8 (2-cylindermode), for example. It should be understood that the control system 80can be employed to create any desired firing order and can be used withother engine block types to selectively deactivate and reactivate thecylinder bores 114.

The control system 80 deactivates the cylinder bores 114 by stopping aflow of fuel thereto and stopping the flow of electrical energy to thespark plugs for the respective cylinder bores 114. It should beunderstood that the control system 80 may also stop the flow of air intothe cylinder bores 114. The flow of fuel and air into the cylinder bores114 may be stopped by selectively controlling a fuel/air intake system,a solenoid intake valve, or by causing an opening and closing of theintake valves 134 to cease.

A water jacket (not shown) as is commonly known in the art is formedwithin the engine block 100 adjacent each of the cylinder bores 114 tofacilitate transferring heat energy away from the area of the cylinderbores 114. Enabling the cylinder bores 114 to be selectively deactivatedcan result in lower engine operating temperatures as compared to enginesnot employing cylinder bore deactivation. Accordingly, the water jacketcan have a reduced water volume as compared to water jackets providedfor engines not employing cylinder bore deactivation. The reduced watervolume of the water jacket maximizes a strength of the walls forming thecylinder bores 114 and generally provides for maximized rigidity of theengine block 100.

Further, the control system 80 may be adapted to control the timing ofthe spark in respect of a position of the pistons 116 within thecylinder bores 114. It should be understood that the control system 80is adapted to change the timing of the spark based upon the detectedengine operating conditions. For example, the timing of the spark to thecombustion chamber can be provided when the pistons 116 are at anuppermost position within the cylinder bores 114, typically called a topdead center position.

As a non-limiting example, four magnetic members may be disposed in asubstantially evenly spaced annular configuration around a rotatingharmonic balancer of a V8 engine. A magnetic pick-up is providedadjacent the harmonic balancer to sense the magnetic members of theharmonic balancer passing by the magnetic pick-up. The magnetic pick-upis in electrical communication with the control system 80 and provides asignal to the control system 80 each time one of the magnetic memberspasses thereby. The signal is employed by the control system 80 tocontrol the timing of the spark in the combustion chambers.

It should be understood that the electromagnetic propulsion systemincluding the permanent magnets 44 and the electromagnets 46 describedhereinabove and shown in FIGS. 1-3 can be employed with the engineformed from the engine block 100. The control system 80 can be employedto cause the engine formed from the engine block 100 to operate byburning fuel in the cylinder bores 114, by the electromagneticpropulsion system, and a combination thereof. For example, the cylinderbores 114 can be deactivated in respect of fuel during periods when theengine is idling, periods where minimal power output is required, orother periods where the consumption of fuel can be minimized, forexample. The electromagnetic propulsion system maintains thereciprocating motion of the piston 116 and the rotation of thecrankshaft 122 when fuel is not being supplied to and burned within thecylinder bores 114. Additionally, the electromagnetic propulsion systemcan be employed while fuel is being supplied to and burned within thecylinder bores 114, wherein the electromagnetic propulsion systemfacilitates maintaining a desired power output from the engine whileminimizing the fuel required to maintain the desired power output.

FIG. 7 illustrates an alternative embodiment of the engine block 100shown in FIG. 5. In FIG. 7, there is shown an engine block 200 for aV-style internal combustion engine having two cylinder banks 202, 204.Each of the cylinder banks 202, 204 includes four cylinder bores 214 toprovide a total of eight cylinder bores 214 in the engine block 200 (thecylinder bores 214 labeled 1 through 8). The illustrated engine block200 is used to construct a V8 internal combustion engine. It should beunderstood that the engine block 200 can have additional or fewercylinder bores 214 to form a single cylinder engine or a multiplecylinder engine in a V, an inline, and an opposing cylinder boreconfiguration, for example. Additionally, it should be understood thatthe engine can be a four cycle or a two cycle engine, and can be basedon the Otto cycle, Miller cycle, Scuderi split-cycle, or any otherengine cycle now know or later developed.

One of the cylinder bores 214 in each of the cylinder banks 202, 206 isan offset cylinder bore 215, wherein each of the offset cylinder bores215 have a greater distance between the offset cylinder bore 215 and anadjacent cylinder bore 214 as compared to the distance between the othercylinder bores 214 in the cylinder banks 202, 204. The offset cylinderbores 215 are located at an end of the cylinder banks 202, 204, whereinthe offset cylinder bores 215 are formed at opposite ends of therespective cylinder banks 202, 204. It should be understood that acylinder head (not shown), a crankshaft (not shown), and other enginecomponents (not shown) are adapted to accommodate the offset cylinderbores 215. The offset cylinder bores 215 facilitate an operation of theengine with only the offset cylinder bores 215 activated, wherein thesupplying and burning of fuel in the remaining cylinder bores 214 isdeactivated. Having the greater distance between the offset cylinderbores 215 and the adjacent cylinder bores 214 minimizes a transfer ofheat energy between the offset cylinder bores 215 and the adjacentcylinder bores 214. Further, the minimized transfer of heat energybetween the offset cylinder bores 215 and the adjacent cylinder bores214 facilitate minimizing thermal differences between the other cylinderbores 214 in the cylinder banks 202, 204 when only the offset cylinderbores 215 are activated. During periods when only the offset cylinderbores 215 are activated, the minimized thermal differences between thenon-offset cylinder bores 214 maximizes an efficient and smoothoperation of the engine upon the re-activation of the non-offsetcylinder bores 214. The remaining structure and function of the engineblock 200 and associated engine components are substantially the same asdescribed herein above for the engine block 100.

As is well known in the art of internal combustion engines, variousadditional components must be assembled to the engine blocks 12, 100,200 to construct an operational engine.

Referring now to FIG. 8, a portion of a crankshaft 300 is shown. Thecrankshaft 300 includes a plurality of main journals 302 and a pluralityof connecting rod journals 304. A throw 306 is interposed betweenadjacent main journals 302 and connecting rod journals 304. The mainjournals 302 and the connecting rod journals 304 include spaced apartbeveled edges 308.

As is well known in the art, the crank shaft 300 is rotatably mounted toa lower end of an engine block (not shown) employing a plurality of mainbearings 310 and a plurality of main caps (not shown), wherein the mainbearings 310 and the main caps are received by the main journals 302.The main bearings 310 are generally ring shaped, wherein twosubstantially c-shaped members are joined together around the mainjournals 302 to facilitate the rotation movement of the crank 300 inrespect of the engine block. The main bearings 310 are tapered bearingshaving a cross sectional area in the general shape of an isoscelestrapezoid.

A plurality of connecting rods 312 is provided to connect pistons (notshown) to the connecting rod journals 304 of the crankshaft 300. One endof the connecting rods 312 is rotatably mounted to the connecting rodjournals 304 of the crankshaft 300. Connecting rod bearings 314 aredisposed between the end of the connecting rods 312 and the connectingrod journals 304. The connecting rod bearings 314 are generally ringshaped, wherein two substantially c-shaped members are joined togetheraround the connecting rod journals 304 to facilitate the relativemovement between the connecting rods 312 and the crankshaft 300. Theconnecting rod bearings 314 are tapered bearings having a crosssectional area in the general shape of an isosceles trapezoid. Theconnecting rods 312 extend into cylinder bores (not shown) of an engineblock and an opposite end of the connecting rods 312 is pivotallyattached to the pistons, wherein a reciprocating motion of the pistonscauses a rotation of the crankshaft 300.

The beveled edges 308 of the journals 302, 304 abut the tapered sides ofthe bearings 310, 314. The shorter of the parallel sides of the bearings310, 314 forms an inner surface thereof which abuts a surface of therespective journals 302, 304. The beveled edges 308 and tapered sides ofthe bearings 310, 314 cooperate to minimize an axial movement of thecrankshaft 300 in respect of the engine block and the axial movement ofthe connecting rods 312 in respect of the crankshaft 300.

Each of the connecting rod journals 304 receives a pair of theconnecting rods 312. A spacer 316 may be provided between the connectingrods 312 to minimize a friction therebetween, for example. The spacer316 has a general shape of a washer, wherein two substantially c-shapedmembers are joined together around the connecting rod journal 304 toform the general washer shape of the spacer 316. Further, as shown inFIG. 9, separate connecting rod bearings 318, 320 can be provided foreach of the connecting rods 312 received by the connecting rod journals304, wherein the spacer 316 is disposed between the bearings 318, 320and extends between the connecting rods 316. It should be understoodthat the main bearings 310, the connecting rod bearings 314, 318, 320,and the spacers 316 can be provided with coatings to minimize frictionalforces between moving components. For example, Teflon®, industrialdiamond, or any other suitable coating now known or later developed canbe provided, for example.

Referring now to FIGS. 10-12, a brace 400 is shown that cooperates withan oil pan 430 to maximize the rigidity of an engine block 480 andminimize a deformation of the engine block 480 during an operation of anengine formed therewith. The brace 400 supports a fore main cap 482, anaft main cap 484, and one or more intermediate main caps 486. The maincaps 482, 484, 486 rotatably support a crankshaft 488. Threadedfasteners 490 are typically employed to attach the main caps 482, 484,486 to a lower end of the engine block 480. In the illustratedembodiment, five main caps 482, 484, 486 are employed to rotatablysupport the crankshaft 488. It should be understood that the brace 400can be employed with engines having fewer or additional main caps 482,484, 486. For example, the brace 400 can be employed with an enginehaving six main caps such as a V-10 engine or an engine having four maincaps such as a V-6 engine. A plurality of connecting rods 490 isrotatably mounted to the crankshaft 488, each of which extend upwardlyinto a cylinder bore (not shown). The oil pan 450 defines a crankcasearea 492 between an inner surface of the oil pan 450 and the lower endof the engine block 480.

The brace 400 is a generally planar member having spaced apart ends 402,404 extending from the fore main cap 482 to the aft main cap 484, andspaced apart sides 406, 408 extending from one side to an opposites sideof the oil pan 450. A plurality of apertures 410 is formed in a centralportion of the brace 400 adapted to receive the threaded fasteners 490employed to attach the main caps 482, 484, 486 to the engine block 480.The fasteners 490 secure the brace 480 to the lowermost portion of themain caps 482, 484, 486 and secure the main caps 482, 484, 486 to theengine block 480. A plurality of openings 412 is formed in the brace 400to facilitate a liquid such as a lubricating oil, for example, passingtherethrough. A plurality of threaded bores 414 is formed in the sides406, 408 of the brace 400 to receive a threaded fastener 416 as shown inFIGS. 11-12. It should be understood that the brace 400 can includereinforcing features such as a plurality of ribs formed therein orreinforcement members attached thereto.

The oil pan 430 includes a skirt member 432 and a pan member 452. Theskirt member 432 includes an upper edge 434 and a spaced apart loweredge 436. An upper flange 438 is formed adjacent the upper edge 434which extends laterally outwardly from an inner surface of the skirtmember 432. It should be understood that the upper flange 458 can beformed to extend laterally outwardly from an outer surface of the skirtmember 432. The upper flange 438 includes a plurality of apertures 440formed therein adapted to receive a threaded fastener 442 to secure theskirt member 432 to the lower potion of the engine block 480. It shouldbe understood that a seal member such as a liquid sealant, an o-ring,and a flat gasket, for example, can be disposed between the upper flange438 of the skirt member 432 and the engine block 480 to facilitateforming a substantially fluid tight seal therebetween. A lower flange444 is formed adjacent the lower edge 436 of the skirt member 432 whichextends laterally outwardly from an outer surface of the skirt member432. The lower flange 444 includes a plurality of apertures 446, each ofwhich is adapted to receive a threaded fastener 448. A plurality ofapertures 450 is formed in the skirt member 452, wherein the apertures450 are in substantial alignment with a plane adjacent the lowermostsurface of the main caps 482, 484, 486. The threaded fasteners 416extend through the apertures 450 and are received in the threaded bores414 of the brace 400 to couple the brace 400 to the skirt member 432. Itshould be understood that one or more shims may be disposed between themain caps 482, 484, 486 and the brace 400 and/or the lower end of theengine block 480 and the skirt member 432 to facilitate an alignment ofthe apertures 450 in the skirt member 432 with the threaded bores 414 ofthe brace 400. It should be understood that the brace 400 can be formedhaving a substantially straight ends 402, 404 and straight sides 406,408, wherein the periphery of the brace 400 abuts an inner surface ofthe skirt member 432. Further, it should be understood that one or moreseal members such as a liquid sealant, an O-ring, and a flat gasket, forexample, can be disposed between the skirt member 432 and ends 402, 404and the sides 406, 408 of the brace 400 to facilitate forming asubstantially fluid tight seal therebetween.

The pan member 452 of the oil pan 430 includes a closed bottom 454 andan open upper end 456 having a pan flange 458 formed adjacent thereto.The pan flange 458 extends outwardly from an outer surface of the panmember 452 and includes a plurality of apertures 460 formed therein. Theapertures 460 of the pan flange 458 are adapted to be in substantialalignment with the apertures 446 formed in the lower flange 444 of theskirt member 432. The threaded fastener 448 is employed to join togetherthe skirt member 432 and the pan member 452 and form a substantiallyfluid tight seal therebetween. It should be understood one or more sealmembers such as a liquid sealant, an O-ring, and a flat gasket, forexample, can be disposed between the lower flange 444 of the skirtmember 432 and the pan flange 458 of the pan member 452 to facilitateforming the substantially fluid tight seal therebetween. A drain plug(not shown) can be provided in the closed bottom 454 of the pan member452 to facilitate draining a fluid therefrom.

It should be understood that the brace 400, the skirt member 432, andthe pan member 452 can be adapted for the ends 402, 404 and/or the sides406, 408 of the brace 400 to be disposed between the lower flange 444 ofthe skirt member 432 and the pan flange 458 of the pan member 452.Additionally, the brace 400 can have other constructions such as acurvilinear construction wherein the sides 406, 408 abut the lower endof the engine block 480, thus eliminating the need for the skirt member432. Further, the brace 400 and the apertures 450 of the skirt member432 can be adapted to position the sides 406, 408 of the brace 400 on aplane different from the plane of the lowermost surfaces of the maincaps 482, 484, 486.

The maximized rigidity and minimized distortion of the engine block 480provided by the brace allows for minimized clearances between matinginternal engine components. It has been found that clearances of about0.0002 inches can be employed as a result of minimizing distortion ofthe engine block 480 during the operation of the engine.

The brace 400 can include one or more scraping members (not shown)extending therefrom to a location adjacent the crankshaft 488 and/or theconnecting rods 492. The scraping members are adapted to removelubricating fluid deposited on selected surfaces of the crankshaft 488and/or the connecting rods 492 as the crankshaft 488 rotates and/or theconnecting rods 492 reciprocate. Further, the scraping members can beformed separate from the brace 400 and disposed within the crankcasearea 490 adjacent the crankshaft 488 and/or the connecting rods 492. Byremoving lubricating fluid from the outer surfaces of the crankshaft 488and the connecting rods 492, the operating mass thereof is reduced whichreduces the energy required to accelerate or maintain the rotationalvelocity of the crankshaft 488 and the connecting rods 492, andincreases a fuel efficiency of the engine.

It should be understood that a valley brace (not shown) can also beprovided for an upper end of the engine block 480 to maximize therigidity of the engine block 480 and minimize a deformation thereofduring the operation of the engine. An exemplary brace for the upper endof the engine block 480 is disclosed in commonly owned U.S. Pat. No.7,258,094, hereby incorporated herein by reference in its entirety.

FIG. 13 is a schematic representation of a lubrication system 500 for anengine 550. The lubrication system 500 directs a lubricating fluid 554such as an oil, for example, to moving components of the engine 550. Thelubrication system 500 includes a fluid pump 502. The fluid pump 502 canbe mechanically driven by the engine 550, driven by an electrical motor,or driven by other means as desired. The fluid pump 502 includes asuction port 504 and a discharge port 506. The suction port 504 is influid communication with the lubricating fluid 554 disposed in an oilpan 552 of the engine 550. The discharge port 506 is in fluidcommunication with a network of fluid conduits 508, wherein the conduits508 terminate at a discharge end 509 positioned adjacent a selectedlocation within the engine 550. For example, the network of fluidconduits 508 and discharge ends 509 thereof can direct the fluid 554 tomain caps, surfaces forming cylinder bores of the engine 550, and toother locations of the engine 550 and associated engine components, forexample. The lubrication system 500 can include a cooler 510, whereinthe fluid 554 is caused to pass therethrough to remove heat energy fromthe fluid 554 prior to being distributed through the network of fluidconduits 508. It should be understood that the cooler 510 can be a fintype radiator cooler adapted to transfer heat energy to the atmosphereor other types of coolers. It should also be understood that the cooler510 can be employed to transfer heat energy to the fluid 554 or aseparate heating element can be provided for the lubrication system 500to facilitate maintaining the fluid 554 at or above a minimum selectedtemperature. The fluid capacity of the lubrication system 500 can be ten(10) quarts or more of the fluid 554 to facilitate cooling the fluid 554to a selected temperature while maintaining an adequate supply of thefluid 554 to the engine 550. It should be understood that the engine 550can include a plurality of cooperating fluid passageways (not shown)such as passageways formed in an engine block, for example, wherein thefluid passageways are in fluid communication with the discharge port 506of the pump 502, to facilitate distributing the fluid 554 to selectedlocations within the engine 550. The lubrication system 500 provides anoil pressure of about 2 psi, which is lower than oil pressures typicallyemployed for internal combustion engines. Employing the lubricationsystem 500 together with the reduced engine component clearances of0.0002 (as discussed hereinabove in respect of the brace 400)facilitates the use of the lower oil pressure of about at least 2 psi.The lower oil pressure has been found to cause the lubricating oil to bereceived within the reduced clearances between engine components andprovide lubrication to facilitate relative motion between enginecomponents. It should be understood that the lubrication system 500 canprovide higher oil pressures as desired.

A schematic representation of a crankcase vacuum system 600 for anengine 650 is illustrated in FIG. 14. The crankcase vacuum system 600includes a vacuum pump 602. The vacuum pump 602 can be mechanicallydriven by the engine 650 utilizing pulleys and a power transmissionbelt, driven by an electrical motor, or driven by other means asdesired. The vacuum pump 602 includes a suction port 604 and a dischargeport 606. The suction port 604 is in fluid communication with aninternal crankcase area 654 of the engine 650 and the discharge port 606is in fluid communication with a fluid recovery canister 608. The vacuumpump 602 evacuates air from the crankcase area 654 within the engine 650to create an air pressure therein that is less than atmosphericpressure. Favorable results have been obtained by achieving a vacuumreading of about 13 inches of mercury (HG) within the crankcase area.The reduced pressure within the crankcase area 654 reduces anaerodynamic resistance to the rotation of a crankshaft and thereciprocating motion of connecting rods and pistons of the engine 650.

The discharge port 606 of the vacuum pump 600 can be placed in fluidcommunication with the fluid recovery canister 608. The canister 608 isadapted to substantially remove lubricating fluid entrained in the airbeing drawn from the crankcase area 654. The canister 608 facilitatescollecting the lubricating fluid therein and exhausting air therefrom.The air can be exhausted from the canister 608 through an air exhaustconduit 610. The air can be exhausted to an exhaust system 652 of theengine 650 and discharged to the atmosphere. For example, the air can beexhausted to a catalytic converter or other component of the exhaustsystem 652. The exhaust system 652 is effective to collect and/orcombust oil or other hydrocarbons entrained in the air and minimizeemissions of hydrocarbons to the atmosphere from through the vacuumsystem 600. Lubricating fluid collected in the canister 608 can bereintroduced to the crankcase area 654 through a fluid recovery conduit612. A valve 614 such as a check valve or an actuated valve, forexample, can be provided in to control the flow of the lubricating fluidthrough the fluid recovery conduit 612 and militate against air beingdrawn into the crankcase area through the fluid recovery conduit 612.Additionally, a fluid recovery pump 616 can be provided to propellubricating fluid from the canister 608 to the crankcase area 654 of theengine 650.

Referring now to FIG. 15, an engine block mounting system 700 isillustrated. The mounting system 700 is adapted to mount an engine block750 to a frame or uni-body of a vehicle, for example. The mountingsystem 700 includes a first plate 702 having spaced apart side edges704, 706 and a second plate 708 having spaced apart side edges 710, 712.The first plate 702 is coupled to a front end of the engine block 750.The second plate 708 is coupled to a back end of the engine block 750.Each of the plates 702, 708 includes apertures 714 formed therein toreceive fasteners 715 for coupling the plates 702, 708 to the engineblock 750. It should be understood that the plates 702, 708 can becoupled to the engine block 750 employing a welding process or otherjoining process. Additional apertures may be formed in the plates 702,708 for attaching other engine components to the engine block 750 and/orthe plates 702, 708 such as an alternator, a compressor, a fluid pump,and a pulley, for example. Additionally, openings may be formed in theplates 702, 708 to provide for the passage of fluid conduitstherethrough such as a coolant conduit and a refrigerant conduit, forexample. It should be understood other openings can be formed in theplates 702, 708 as desired.

The side edges 704, 706, 710, 712 of the respective plates 702, 708extend outwardly from the sides of the engine block 750. Elongate rods716, 718 are disposed between the plates 702, 708 and are coupledthereto. It should be understood that the rods 716, 718 can be coupledto the plates 702, 708 employing threaded fasteners and weldingprocesses, for example. The rods 716, 718 are substantially parallel tothe sides of the engine block 750. Mounting holes 720 are formed in theplates 702, 708 adjacent the respective sides 704, 706, 710, 712thereof. The mounting holes 720 are adapted to receive a fastener suchas a threaded fastener or a pin, for example, to couple the plates 702,708 to the frame or the uni-body of the vehicle. It should be understoodthat one or more brackets can be coupled to the plates 702, 708 and/orthe frame or the uni-body of the vehicle to facilitate coupling theplates 702, 708 thereto. Additionally, it should be understood that adampening member can be employed such as a rubber engine mount, forexample, with the fasteners to couple the plates 702, 708 to the engineblock 750 and the frame or the uni-body of the vehicle. Mounting thefront end and the back end of the engine block 750 to the frame oruni-body using the mounting system 700 minimizes a twisting of theengine block 750 during an operation thereof. Further the mountingsystem 700 substantially isolates the engine block 750 from vibrationsoriginating from suspension components of the vehicle. The minimizedtwisting of the engine block 750 and substantially isolating the engineblock 750 from suspension vibrations minimizes distortion thereof andfacilitates the use of the minimal clearances between mating internalengine components as previously described herein.

It should be understood that the brace 400 and the mounting system 700can be used together to minimize a distortion of an associated engineblock. The valley brace disclosed in U.S. Pat. No. 7,258,094 can also beused with the brace 400 and the mounting system 700 provided to minimizea distortion of the associated engine block. Additionally, the maximizedcylinder wall thickness described hereinabove for the engine blocks 100,200 can be employed with the associated engine block to maximize therigidity thereof. Together, the brace 400, the mounting system 700, thevalley brace, and the maximized cylinder wall thickness minimize adistortion of the engine block during the operation of the engine. Theminimized distortion enables clearances between surfaces of the engineblock and surfaces of adjacent engine components as well as clearancesbetween surfaces of adjacent engine components to be minimized. Asdiscussed hereinabove, the maximized rigidity and minimized distortionallows clearances of about 0.0002 inches to be employed. The reducedclearances maximize the efficient operation of the engine by minimizingundesired movements between surfaces of the engine block and surfaces ofadjacent engine components and between surfaces of adjacent enginecomponents.

The internal combustion engine, the associated components, and themethod of operation provide for an internal combustion engine having aminimized fuel consumption.

From the foregoing description, one ordinarily skilled in the art caneasily ascertain the essential characteristics of this invention and,without departing from the spirit and scope thereof, can make variouschanges and modifications to the invention to adapt it to various usagesand conditions.

What is claimed is:
 1. An engine comprising: an engine block having at least one cylinder bank including a plurality of cylinder bores formed therein; a piston reciprocatingly disposed in each of the cylinder bores, the piston including a top surface having a skirt depending therefrom; a crankshaft rotatably mounted to the engine block; a plurality of connecting rods having a first end and a second end, the first end rotatably attached to the crankshaft and the second end coupled to the piston; a cylinder head mounted to the cylinder bank and covering the cylinder bores, the cylinder head including an intake valve and an exhaust valve in fluid communication with each of the cylinder bores; an oil pan mounted to a lower end of the engine block to form a crankcase area of the engine; at least one permanent magnet disposed in the top surface of the piston; a plurality of electromagnets disposed in the engine block along a path of travel of the piston and adjacent the piston; a control system selectively providing an electrical current to the electromagnets to produce a desired magnetic field, wherein the magnetic field of the electromagnets cooperates with a magnetic field of the at least one permanent magnet to selectively attract and repel the at least one permanent magnet to affect a motion of the piston in respect of the engine block.
 2. The engine according to claim 1, further comprising a lubrication system including a fluid pump having a suction port and a discharge port, the suction port in fluid communication with a fluid disposed in the oil pan and the discharge port in fluid communication with a fluid conduit having a discharge end disposed within the engine adjacent a component thereof, the fluid pump causing a flow of the fluid from the oil pan through the fluid conduit and the fluid to be discharged from the discharge end adjacent the component, the lubrication system providing a fluid pressure of about 2 psi.
 3. The engine according to claim 1, further comprising a crankcase vacuum system including a fluid pump having a suction port and a discharge port, the suction port in fluid communication with the crankcase area of the engine and the discharge port in fluid communication the atmosphere, the fluid pump drawing air from the crankcase area and discharging the air to the atmosphere to create a pressure within the crankcase area lower than a pressure of the atmosphere.
 4. A method for maximizing a fuel efficiency of an engine comprising the steps of: providing an engine including an engine block having a cylinder bank including a plurality of cylinder bores formed therein, a piston reciprocatingly disposed in each of the cylinder bores, a crankshaft rotatably mounted to the engine block, a plurality of connecting rods having a first end and a second end, the first end operably coupled to the crankshaft and the second end operably coupled to the piston, wherein a combustion of a fuel within the cylinder bores causes a reciprocating motion of the pistons and a rotation of the crankshaft in respect of the engine block; providing at least one permanent magnet disposed in a top portion of the piston; providing a plurality of electromagnets disposed in the engine block along a path of travel of the piston and adjacent the piston; and providing a control system to selectively provide an electrical current to the electromagnets to produce a desired magnetic field, wherein the magnetic field of the electromagnets cooperates with a magnetic field of the at least one permanent magnet to selectively attract and repel the at least one permanent magnet to affect a motion of the piston in respect of the engine block.
 5. The method of claim 4, further comprising the step of deactivating a cylinder bore of the internal combustion engine by ceasing the burning of the fuel therein, wherein deactivating the cylinder bore minimizes a consumption of the fuel by the engine.
 6. The method of claim 4, further comprising the step of causing the magnetic field of the electromagnets to cooperate with the magnetic field of the at least one permanent magnet to oppose a motion of the piston in respect of the engine block.
 7. The method of claim 4, further comprising the steps of: providing at least one permanent magnet disposed in the crankshaft; and providing at least one electromagnet disposed in the engine block adjacent the crankshaft.
 8. A method for maximizing a fuel efficiency of an engine comprising the steps of: providing an engine including an engine block having a cylinder bank including a plurality of cylinder bores formed therein, a piston reciprocatingly disposed in each of the cylinder bores, a crankshaft rotatably mounted to the engine block, a plurality of connecting rods having a first end and a second end, the first end operably coupled to the crankshaft and the second end operably coupled to the piston, wherein a combustion of a fuel within the cylinder bores causes a reciprocating motion of the pistons and a rotation of the crankshaft in respect of the engine block; and providing a control system to selectively deactivate and reactivate the cylinder bores in a desired sequence, the control system deactivating the cylinder bores by stopping a flow of fuel thereto and a flow of electrical energy to a spark plug for a deactivated cylinder bore without deactivating an intake valve or an exhaust valve for the deactivated cylinder bore.
 9. The method according to claim 8, further comprising the step of providing a plurality of temperature sensors disposed in the engine block to provide a temperature signal, wherein the control system uses the temperature signal to determine the desired sequence of deactivation and reactivation of the cylinder bores.
 10. The method according to claim 8, wherein the control system selectively causes the engine to operate as a two, three, four, and eight cylinder engine.
 11. The method according to claim 8, wherein the control system deactivates and reactivates the cylinder bores in a random manner.
 12. The method according to claim 8, wherein the engine is an 8-cylinder 4-cycle internal combustion engine and the control system causes the engine to operate in a firing order for a 4-cylinder mode of 1-7-6-4 followed by 3-2-5-8.
 13. The method according to claim 8, wherein the engine is an 8-cylinder 4-cycle internal combustion engine and the control system causes the engine to operate in a firing order for a 3-cylinder mode of 1-2-4 followed by 3-6-8 followed by 7-5.
 14. The method according to claim 8, wherein the engine is an 8-cylinder 4-cycle internal combustion engine and the control system causes the engine to operate in a firing order for a 2-cylinder mode of 1-6 followed by 3-5 followed by 7-4 followed by 2-8.
 15. The method according to claim 8, further comprising the steps of: providing at least one permanent magnet disposed in at least one of the piston and the crankshaft; and providing at least one electromagnet disposed in the engine block, wherein the control system selectively provides an electrical current to the at least one electromagnet to produce a desired magnetic field, wherein the magnetic field of the at least one electromagnet cooperates with a magnetic field of the at least one permanent magnet to selectively attract and selectively repel the at least one permanent magnet to affect a motion of at least one of the piston and the crankshaft in respect of the engine block.
 16. The method of claim 15, further comprising the steps of: providing at least one permanent magnet disposed in each of the piston and the crankshaft; and providing at least one electromagnet disposed in the engine block adjacent each of the piston and the crankshaft.
 17. The method of claim 8, further comprising the steps of: providing at least one permanent magnet disposed in the piston; and providing a plurality of electromagnets disposed in the engine block along a path of travel of the piston and adjacent the piston. 